CA2725064C - Railroad tank car - Google Patents
Railroad tank car Download PDFInfo
- Publication number
- CA2725064C CA2725064C CA2725064A CA2725064A CA2725064C CA 2725064 C CA2725064 C CA 2725064C CA 2725064 A CA2725064 A CA 2725064A CA 2725064 A CA2725064 A CA 2725064A CA 2725064 C CA2725064 C CA 2725064C
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- Prior art keywords
- tank
- inner tank
- car
- spacers
- inch
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- 125000006850 spacer group Chemical group 0.000 claims abstract description 75
- 238000009413 insulation Methods 0.000 claims abstract description 24
- 229910000831 Steel Inorganic materials 0.000 claims description 42
- 239000010959 steel Substances 0.000 claims description 42
- 239000013056 hazardous product Substances 0.000 abstract 1
- 238000010521 absorption reaction Methods 0.000 description 20
- 238000012360 testing method Methods 0.000 description 15
- 239000003795 chemical substances by application Substances 0.000 description 14
- 239000000463 material Substances 0.000 description 13
- 238000006073 displacement reaction Methods 0.000 description 9
- 238000004458 analytical method Methods 0.000 description 6
- 239000006260 foam Substances 0.000 description 5
- 239000010410 layer Substances 0.000 description 5
- 230000003014 reinforcing effect Effects 0.000 description 5
- 239000007788 liquid Substances 0.000 description 4
- 239000000203 mixture Substances 0.000 description 4
- 238000003466 welding Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 2
- 231100001261 hazardous Toxicity 0.000 description 2
- 239000000383 hazardous chemical Substances 0.000 description 2
- 230000003116 impacting effect Effects 0.000 description 2
- 239000000126 substance Substances 0.000 description 2
- JOYRKODLDBILNP-UHFFFAOYSA-N Ethyl urethane Chemical compound CCOC(N)=O JOYRKODLDBILNP-UHFFFAOYSA-N 0.000 description 1
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
- 229910052799 carbon Inorganic materials 0.000 description 1
- 239000000919 ceramic Substances 0.000 description 1
- 238000009749 continuous casting Methods 0.000 description 1
- 229910052802 copper Inorganic materials 0.000 description 1
- 239000000835 fiber Substances 0.000 description 1
- 239000011152 fibreglass Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000000155 melt Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 229910052759 nickel Inorganic materials 0.000 description 1
- 238000010606 normalization Methods 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
- 229910052760 oxygen Inorganic materials 0.000 description 1
- 239000001301 oxygen Substances 0.000 description 1
- 230000000704 physical effect Effects 0.000 description 1
- 238000009428 plumbing Methods 0.000 description 1
- 230000001681 protective effect Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 239000002356 single layer Substances 0.000 description 1
- 238000005728 strengthening Methods 0.000 description 1
- 229910052717 sulfur Inorganic materials 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D5/00—Tank wagons for carrying fluent materials
- B61D5/06—Mounting of tanks; Integral bodies and frames
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
- B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D5/00—Tank wagons for carrying fluent materials
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Filling Or Discharging Of Gas Storage Vessels (AREA)
Abstract
Railroad tank cars are provided that include an inner tank, an outer tank, and tank to tank clearance between the inner tank and the outer tank. Insulation and spacers can be located within the tank to tank clearance. The inner tank can shift within the outer tank, and spacers can crush, under significant force loading, such as impact forces generated during a collision or derailment. The inner tank, insulation, spacers, and outer tank thus form an energy absorbing system that reduces the likelihood that the inner tank will be breached, and that a hazardous material contained therein will be released, under such conditions.
Description
Agent Ref: 77226/00002 1 Railroad Tank Car
2 BACKGROUND
3 [0001] Railroad tank cars are designed to transport liquid commodities, gaseous commodities,
4 and commodities that are gas-liquid mixtures. The interior of a tank car is sometimes lined with a material to isolate the structural components of the tank car from the commodity being 6 transported. Tank cars can be insulated or non-insulated, pressurized or non-pressurized, and 7 can be designed for single or multiple loads. Non-pressurized cars have plumbing at the bottom 8 for unloading, and may have an access port and a dome housing with various valving on the 9 top. Pressurized cars can have a pressure plate, valving, and a protective cylindrical dome housing at the top through which loading and unloading can be accomplished.
11 [0002] Various designs of tank cars have been developed for the transportation of specific 12 types of commodities, including for example, foodstuffs and other materials, including 13 hazardous materials that can pose a threat to safety and health if they are spilled. Traditionally, 14 railroad tank cars have been engineered to contain their commodity based on the commodity's physical and chemical properties, and the inherent stresses placed upon the tank car due to 16 those properties. However, in instances of collision and derailment, a tank car can be subjected 17 to additional forces. In recent years, work has been done towards developing standards and 18 criteria for strengthening railroad tank cars to reduce the risk of spills and increase public safety 19 should a train accident occur.
[0003] In response to safety concerns, trends in tank car design have resulted in tank cars that 21 are constructed of thicker steels than what would be required based solely upon the structural 22 loading of specific commodities. Current tank cars thus have steel thickness in excess of what 23 is required to retain the commodity pressure and sustain structural loads, and the additional 24 thickness improves the puncture resistance and crashworthiness of the tank car so that the tank car can be less prone to damage. However, the amount of benefit derived from adding 26 thickness to the outer structure of a tank car is limited, and may not suffice to meet desired 27 criteria for avoiding the release of hazardous materials during events such as collisions or 28 derailment.
22061332.1 1 Agent Ref: 77226/00002 2 [0004] The present technology relates to railroad tank cars that contain a commodity according 3 to its physical and chemical properties, and also provides increased levels of puncture 4 resistance and energy absorption to resist release of the commodity in the event of a collision or derailment. In particular, tank cars of the present technology have an outer tank, and an inner 6 tank within the outer tank.
7 [0005] The inner tank is supported by a bottom support structure, where there is a tank to tank 8 clearance defined between the inner tank and the outer tank. Spacers and insulation are 9 located within the tank to tank clearance defined between the inner tank and the outer tank.
The inner tank can shift within the outer tank under impact loading conditions and the insulation 11 and spacers absorb energy of the impact loading conditions.
13 [0006] Specific examples have been chosen for purposes of illustration and description, and are 14 shown in the accompanying drawings, forming a part of the specification.
[0007] Figure 1 illustrates a side cross sectional view of one example of a tank car of the 16 present technology.
17 [0008] Figure 2 illustrates a detail view of the cross sectional view of the tank car of Figure 1.
18 [0009] Figure 3 illustrates an end cross sectional view of the tank car of Figure 1.
19 [0010] Figure 4 illustrates one embodiment of a spacer for use in the tank car of Figure 1.
[0011] Figure 5 illustrates a perspective view of a second example of a tank car of the present 21 technology.
22 [0012] Figure 6 illustrates an upper spacer of the tank car of Figure 5.
23 [0013] Figure 7 illustrates a lower spacer of the tank car of Figure 5.
24 [0014] Figure 8 is a cross-sectional view of one example of a lower support structure of the tank car of Figures 1 and 5.
26 [0015] Figure 9 illustrates one examples of a dome that can be used with the tank car of 27 Figures 1 and 5.
28 [0016] Figure 10 illustrates a tank car of Figure 5 undergoing shell impact energy absorption 29 testing through finite element analysis, prior to the ram impacting the shell of the tank car.
22061332.1 2 Agent Ref: 77226/00002 1 [0017] Figure 11 illustrates a tank car of Figure 5 undergoing shell impact energy absorption 2 testing through finite element analysis, after the ram impacts the shell of the tank car.
3 [0018] Figure 12 illustrates a tank car of Figure 5 undergoing head impact energy absorption 4 testing through finite element analysis, prior to the ram impacting the head of the tank car.
[0019] Figure 13 illustrates a tank car of Figure 5 undergoing head impact energy absorption 6 testing through finite element analysis, after the ram impacts the head of the tank car.
8 [0020] Tank cars of the present technology are designed to have improved impact resistance 9 as compared to conventional tank cars. The tank cars have an outer tank that surrounds an inner tank. The inner tank is enclosed by the outer tank, and is supported within the outer tank.
11 [0021] Tank cars of the present technology can be used to transport commodities, including but 12 not limited to liquid commodities, gaseous commodities, and commodities that are gas-liquid 13 mixtures. The transported commodities can be hazardous or non-hazardous, and can be 14 pressurized or not pressurized.
[0022] Figures 1 through 4 illustrate one example of a tank car 100 of the present technology, 16 which includes an outer tank 102, an inner tank 104, and a tank to tank clearance 106 between 17 the outer tank 102 and the inner tank 104 that contains insulation 108 and spacers 110. The 18 outer tank 104 and the inner tank 102 can each be generally cylindrical, having substantially 19 circular cross-sections that are preferably concentric, as shown in Figure 3. As illustrated further in Figure 3, the tank car 100 also includes a bottom support structure 112 that serves to 21 support the inner tank as well as maintains the inner tank's independence from the outer tank.
22 The tank car can also include a dome 114, which can be located at the top of the tank car to 23 provide access for loading and unloading a commodity stored within the inner tank 104 of the 24 tank car 100. In at least one example, the inner tank 104 is rigidly connected to the outer tank 104 only at the dome 114.
26 [0023] The inner tank 104 can be made of any suitable material or materials, and includes an 27 inner tank heads 116 and an inner tank shell 118. In one embodiment, the inner tank heads 28 116 and the inner tank shell 118 are both made from TC 128 Gr B steel. The thickness of the 29 inner tank heads 116 can be from about 3/4 of an inch to about 1 inch. The thickness of the inner tank shell 118 can be from about 7/16 of an inch to about 9/16 of an inch, and preferably 31 has a thickness that is at least about 15/32 of an inch.
22061332.1 3 Agent Ref: 77226/00002 1 [0024] The outer tank 102 can also be made of any suitable material, and includes outer tank 2 heads 120 and an outer tank shell 122. In one embodiment, the outer tank head 120 and the 3 outer tank shell 122 can both be made from TC 128 Gr B steel. The thickness of the outer tank 4 head 120 can be at least about 1/2 an inch, and can preferably be from about 3/4 of an inch to about 1 inch. The thickness of the outer tank shell 122 can be at least about 15/32 of an inch, 6 and can preferably be from about 3/4 of an inch to about 1 inch.
7 [0025] In one embodiment, the outer tank 102 may be constructed from a special high 8 toughness steel. The high toughness steel is produced by continuous casting from a melt 9 produced in either basic oxygen or electric furnaces. The steel may either be hot rolled with a maximum finishing temperature of 1125 C or normalized after rolling in order to achieve optimal 11 toughness properties. If normalized, the temperature for the normalization treatment is 950 C
12 for 1 hour and air cooled. The composition of the steel is: 0.05% C, 0.94 %
Mn, 0.52% Si, 1.29 13 % Cu, 0.74 % Ni, 0.07% Nb, 0.08% Ti, 0.005% S maximum, 0.005% P maximum, remainder 14 Fe. This composition is nominal and may be adjusted for manufacturing and physical property optimization.
16 [0026] In some embodiments, the inner tank shell 118 and the outer tank shell 122 have a 17 combined thickness of at least about 1.5 inches, and the inner tank head 116 and the outer tank 18 head 120 have a combined thickness of at least about 1.7 inches.
19 [0027] The tank to tank clearance 106, which is measured from the outside surface of inner tank shell 118 to the inside surface of the outer tank shell 122, can be any suitable distance. In 21 at least one example, the tank to tank clearance 106 is about 4 inches. As another example 22 only, the clearance could be in the range of approximately 2 to 5 inches.
23 [0028] Spacers 110 are placed between the inner tank 104 and outer tank 102, and can allow 24 for energy absorption. The spacers 110 can be designed to crush under impact loading conditions of significant force loading, such as when the tank car experiences an impact or 26 derailment. The spacers can be made from any suitable material, including, but not limited to, 27 A516-70 or TC128 Gr B steel.
28 [0029] One example of a spacer is indicated in general at 110 in Figure 4.
In this example, the 29 outer tank 102 includes one or more openings 124, and the spacer 110 extends through each opening 124 to abut the inner tank 104. The spacer 110 has a cover plate 128, at least two legs 31 130a and 130b that extend away from the cover plate 128, and a bottom 132 connected to the 32 legs 130a and 130b that contacts the inner tank shell 104 when the spacer 110 is inserted into 22061332.1 4 Agent Ref: 77226/00002 1 the opening 124. In such an embodiment, under impact conditions, the spacers 110 can 2 crumple or crush as the inner tank 104 shifts within the outer tank 102, or the spacers can be 3 dislodged and pushed outwardly by the inner tank 104 shifting within the outer tank 102.
4 [0030] An alternative arrangement of spacers is illustrated in Figures 5 through 7. As shown in Figure 5, a tank car 200 having an inner tank 202 and an outer tank 204 has a plurality of upper 6 spacers 206a-206f and a plurality of lower spacers 208a-208e. One side of the tank car 200 is 7 shown in Figure 5, and it should be understood that the other side has a symmetrical 8 arrangement of spacers. The upper spacers 206a-208f are spaced apart along the length of the 9 upper half of the tank car 200, and the lower spacers 208a-208e are spaced apart along the length of the lower half of the tank car 200. As illustrated, each side of the tank car preferably 11 has six upper spacers 206a-206f and five lower spacers 208a-208e, but the number of upper 12 and lower spacers will vary with the size of the tank.
13 [0031] One example of an upper spacer 206 is shown in Figure 6. Each upper spacer 206 can 14 be secured to the outer tank shell 204, such as, for example, being welded to the outer tank shell 204. An upper spacer 206 can be generally U-shaped, having two legs 210a and 210b 16 that extend away from the outer tank shell 204 towards the inner tank shell 202, and a cross 17 piece 212 that extends from one leg 210a to the other leg 210b, connecting the two legs. In 18 some examples, the connection points 214a and 214b between the legs 210a and 210b and the 19 cross piece 212 are squared or rounded. The upper spacers can be made of any suitable material, including, for example, A516-70 or TC128 Gr B steel. A572-50 steel can be used in 21 place of A516-70 in any situation that is not pressure retaining. In at least one example, each 22 leg 210a and 210b and the cross piece 212 of an upper spacer 206 can have a thickness from 23 about 1/4 of an inch to about 1 inch, including for example having a thickness of about 3/8 of an 24 inch. Additionally, an upper spacer 206 can have any suitable height, measured from the end of the leg 210 that is secured to the outer tank shell 204 to the outer surface of the cross piece 26 212, and preferably has a height that spans the tank to tank clearance so that the cross piece 27 212 of the upper spacer 206 abuts the inner tank shell when the upper spacer 206 is installed in 28 the tank car. Further, an upper spacer 206 can have any suitable width, measured from the 29 outer edge of one leg 210 to the outer edge of the other leg 210, such as a width of from about 3 inches to about 5 inches, including for example about 3.5 inches.
31 [0032] One example of a lower spacer 208 is illustrated in Figure 7. Each lower spacer 208 can 32 be secured, such as by welding, to the inner tank shell 202, or preferably to a tank reinforcing 33 pad 216 that is secured to the inner tank shell 202. As illustrated in Figure 7, the lower spacer 22061332.1 5 Agent Ref: 77226/00002 1 208 is secured to the tank reinforcing pad 216 at a first end 218 and a second end 220.
2 Between the first end 218 and the second end 220 of the lower spacer 208, the lower spacer 3 curves outwardly, away from the inner tank shell 202 and the reinforcing pad 216, forming an 4 apex 222 and two legs 224a and 224b. The lower spacers can be made of any suitable material, including, for example, A516-70 or TC128 Gr B steel or A572-50 steel (for non-6 pressure retaining components). In at least one example, the lower spacer 208 can have a 7 thickness from about 1/4 of an inch to about 1 inch, including for example having a thickness of 8 about 3/8 of an inch. The lower spacer can have any suitable length, measured from the outer 9 edge of the first end 218 to the outer edge of the second end 220, including but not limited to a length of from about 8 inches to about 15 inches, including for example a length of about 12 11 inches. The lower spacer 208 can also have any suitable height, measured from the edge of 12 the lower spacer secured to the inner tank shell 202 or the reinforcing pad 216 to the apex 222 13 of the lower spacer, and preferably has a height that spans the tank to tank clearance so that 14 the apex 222 of the lower spacer 208 abuts the outer tank shell 204 when the lower spacer 208 is installed in the tank car.
16 [0033] Referring back to Figures 1-3, insulation 108 can surround the shell of the inner tank 17 104. Preferably, the insulation 108 substantially entirely surrounds the inner tank, 104, filling 18 any area within the tank to tank clearance 106 that is not taken up by the spacers 110, the 19 bottom support structure 112, and the dome 114. The insulation can be any suitable material, and can contain multiple layers. In one embodiment, the insulation includes a first insulation 21 layer and a second insulation layer. The first insulation layer can be, for example, 4.5 pound 22 cuft ceramic fiber, and can be about 2 inches thick. The second insulation layer can be, for 23 example, 3/4 pound cuft fiberglass, and can be about 2 inches thick.
Insulation layers can vary 24 with the clearance between tanks. As another example, more insulation may be compressed down to the four inches clearance so that a single layer of insulation is used.
26 [0034] Referring to Figures 1-3 and 8, the bottom support structure 112 can be made of any 27 suitable materials, including, but not limited to A516-70 or TC128 Gr B
steel. The bottom 28 support structure 112 is preferably located between the inner tank 102 and outer tank 104 in the 29 region of the bolsters 126. The bottom support structure 112 includes a curved inner tank support 300 that is secured, such as by welding, to the inner tank 104, or to an inner tank repad 31 302 as illustrated in Figure 8. The inner tank repad 302 is secured, such as by welding, to the 32 inner tank 104. The bottom support structure 112 also includes a tank cradle 306 that is 33 secured, such as by welding, to the outer tank 102. The tank cradle 306 is shaped to receive 22061332.1 6 Agent Ref: 77226/00002 1 the inner tank support 300. Support can thus be provided to the inner tank 104 by bottom 2 support structure 112 when the inner tank support 300 rests on the tank cradle. While the inner 3 tank support 300 and the tank cradle 306 are preferably in contact under normal operating and 4 loading conditions, they are not mechanically connected. The inner tank support 300 can slide along the tank cradle 306 or lift off the cradle 306 under significant force loading conditions such 6 as collision, derailment, and tank car rollover. In at least one embodiment, the bottom support 7 structure 112 also includes foam 308, such as, for example DOW beta foam, to provide 8 additional support. The foam 308 is located between the inner tank support 300 and the inner 9 tank 104 or the inner tank repad 302, between the tank cradle 306 and the outer tank 102, or both. An alternative material for the bottom support includes A572-50 steel.
In addition, a 11 urethane foam may be used in place of DOW beta foam, but it would serve only a thermal 12 function, not a structural one (which is acceptable).
13 [0035] Figure 9 illustrates a cross-section of one example of a dome 114 that can be used with 14 tank cars of the present technology. The dome 114 includes a nozzle 400, through which the commodity can be placed into and removed from the inner tank 104. When the tank car is in 16 operation, a cover plate 402 can be used to cover and close the nozzle 400.
The cover plate 17 402 is removably secured to the nozzle 400, such as being secured by a number of bolts 404.
18 The dome 114 can include a sidewall 406, which can be circular, and which preferably extends 19 above the nozzle 400 and cover plate 402. A circular reinforcing plate 408 can also be included, to provide additional structural support to the dome 114, including the sidewall 406.
21 [0036] The outer tank 102, insulation 108, spacers 110, and the inner tank 104 act as an 22 energy absorbing system in the event of a derailment or other event that would possibly lead to 23 a puncture, or other breach, of the inner tank 104. The energy absorbing system of the tank car 24 100 allows the inner tank 104 to move independently of the outer tank 102, which can absorb at least a significant amount of the force applied to the tank car 100 in an impact or derailment 26 scenario, thus reducing the likelihood that the shell of the inner tank 104 will be breached.
27 Puncture Resistance 28 [0037] The tank car 100 preferably has a shell impact energy absorption of at least about 2.5 29 million foot-pounds at the tank centerline, and a head impact energy absorption of at least about 1.5 million foot-pounds at a point that is about 29 inches below the tank centerline. This can be 31 about a 1.5 times increase in shell impact energy absorption, and a 1.4 times increase in head 32 impact energy absorption, over current tank car designs, as shown in the Table 1 below.
22061332.1 7 Agent Ref: 77226/00002 1 Table 1 Type of Tank Car Shell Impact energy Head Impact energy (ft-lbs) (ft-lbs) Conventional 500 lb. Car 1,261,000 782,000 Interim 600 lb. Car 1,742,000 1,100,000 Subject Tank Car 2,500,000 1,500,000 3 Example 1: Shell Puncture 4 [0038] With reference to Table 2, tank cars having an inner tank and an outer tank were analyzed, using finite element analysis, for shell impact energy absorption using a ram, as 6 shown in Figures 10 and 11. The ram had a total weight of 286,000 pounds and a wedge 7 shaped ram head 502 with a 6 inch by 6 inch impact face 504. As shown in Figures 10 and 11, 8 the test was conducted by driving the ram into tank car at the centerline 506 of the tank outer 9 shell 508. The impact energy, delivered by the ram was varied by changing the speed of the ram when it impacts the tank car, known as the ram impact speed. The shell impact energy 11 absorption of a particular tank car is the maximum amount of impact energy that the shell of the 12 tank car can absorb without puncturing.
13 [0039] The first and second tank car designs each had an inner tank shell 510 having a 14 cylindrical length of about 472 inches and an inner diameter of about 100 inches, made of TC
128 GR B steel having a thickness of 0.4688 of an inch. The inner tank was pressurized at 16 about 100 psi. The inner tank heads were 2:1 ellipsoidal heads made of TC
128 GR B steel, 17 and the overall length of the inner tank car was about 522 inches as measured from the center 18 point of the inner tank head at one end of the inner tank to the center point of the inner tank 19 head at the opposite end of the inner tank.
[0040] The first tank car design had an inner and outer tank shell 508 made of 21 steel having a thickness of 0.4688 inches, and a tank to tank standoff of about 4 inches. The 22 ram impact speed was about 16.2 miles per hour (mph), delivering an impact energy of about 23 2.5 million foot-pounds. The impact energy delivered by the ram upon impact with the first tank 24 car caused deformation of the outer tank shell and the inner tank shell, and also resulted in both shells being punctured. Calculations showed that the outer tank shell punctured at a ram 26 displacement of about 29 inches and a peak force of about 855,000 pounds.
The inner tank 27 shell punctured rapidly after failure of the outer tank shell. The impact energy absorption at 22061332.1 8 Agent Ref: 77226/00002 1 failure was calculated to be about 1.32 million foot-pounds. The results of the testing for the first 2 tank car design are shown in row 7 of Table 2 below.
3 [0041] The second tank car design had an outer tank shell 508 made of TC 128 GR B steel 4 having a thickness of 0.777 inches, and a tank to tank standoff of about 4 inches. The ram impact speed was about 16.2 miles per hour (mph), delivering an impact energy of about 2.5 6 million foot-pounds. As shown in Figure 11, the impact energy delivered by the ram caused 7 deformation of the outer tank shell 508 and the inner tank shell 510, but the outer jacket resisted 8 the impact forces of the ram and neither outer tank shell 508 nor the inner tank shell 510 was 9 punctured. The maximum ram displacement was about 42 inches, and the shell impact energy absorption was at least 2.5 million foot-pounds since the delivered impact energy of that amount 11 was absorbed and dissipated by the tank deformation. The results of the testing for the second 12 tank car design at this ram speed are shown in row 8 in Table 2 below.
13 [0042] The second tank car design was also tested at ram impact speeds of 17.7 mph, and 14 18.8 mph, and 20.0 mph, which delivered impact energies of 3.0 million ft-lbs, 2.6 million ft-lbs, and 2.6 million ft-lbs, respectively. The 3.0 million ft-lb impact energy was sufficient to initiate 16 fractures in the 0.777 inches thick outer tank shell, but the outer tank shell was not fully 17 penetrated and no fractures were initiated in the inner tank shell. Thus, the puncture threshold 18 of the tank car is higher than the 3.0 million ft-lb impact energy.
However, when the impact 19 speed was further increased to 18.8 mph and 20.0 mph, puncture of the tank car resulted.
Calculations determined that the puncture occurred at a an impact energy of approximately 2.6 21 million ft-lbs. Without being bound by any particular theory, it is believed that the puncture 22 resulted due to additional dynamic effects that are introduced in the tank car response to impact 23 at these higher speeds. Accordingly, the inertial effects at the higher speeds resulted in the 24 impact forces exceeding the puncture threshold for the tank car at a lower displacement than was achieved when the impact speed was at the slightly reduced 17.7 mph.
However, in each 26 instance, the tank car still maintained a impact energy absorption above 2.5 million ft-lbs. The 27 additional results of the testing for the second tank car design at these higher speeds are shown 28 in rows 9-11 of Table 2 below.
29 [0043] The third tank car design had an outer tank shell 508 made of TC 128 GR B steel having a thickness of 0.7145 inches, and a tank to tank standoff of about 4 inches. The third 31 tank car design had an inner tank shell 510 having a cylindrical length of about 472 inches and 32 an inner diameter of about 100 inches, made of TC 128 GR B steel having a thickness of 33 0.5625 of an inch. The inner tank was pressurized at about 100 psi. The inner tank heads were 22061332.1 9 Agent Ref: 77226/00002 1 2:1 ellipsoidal heads made of TC 128 GR B steel, and the overall length of the inner tank car 2 was about 522 inches as measured from the center point of the inner tank head at one end of 3 the inner tank to the center point of the inner tank head at the opposite end of the inner tank.
4 The third tank car design also tested at ram impact speed of 17.7 mph, which delivered impact energies of 3.0 million ft-lbs. The 3.0 million ft-lb impact energy was determined to be at the 6 puncture threshold for the third tank car design. The results of the testing for the third tank car 7 design are shown in row 12 of Table 2 below.
8 [0044] Testing was conducted on additional tank car designs as reported in Table 2 below. The 9 dimensions and materials of the tank car designs, and the ram impact conditions, were the same as those above except for the dimensions noted in Table 2.
11 Table 2 Inner Tank Outer Tank Impact Internal Puncture Puncture No. Pressure Force Energy Shell Shell Speed (psi) (Ibs) (ft-lbs) 0.5625 in 0.119 in 20.0 mph 100 psi 676,000 673,000 2 0.777 in 0.119 in 20.0 mph 100 psi 915,000 1,261,000 3 0.981 in 0.119 in 20.0 mph 100 psi 1,152,000 1,742,000 4 0.777 in 0.375 in 20.0 mph 100 psi 1,010,000 1,732,000
11 [0002] Various designs of tank cars have been developed for the transportation of specific 12 types of commodities, including for example, foodstuffs and other materials, including 13 hazardous materials that can pose a threat to safety and health if they are spilled. Traditionally, 14 railroad tank cars have been engineered to contain their commodity based on the commodity's physical and chemical properties, and the inherent stresses placed upon the tank car due to 16 those properties. However, in instances of collision and derailment, a tank car can be subjected 17 to additional forces. In recent years, work has been done towards developing standards and 18 criteria for strengthening railroad tank cars to reduce the risk of spills and increase public safety 19 should a train accident occur.
[0003] In response to safety concerns, trends in tank car design have resulted in tank cars that 21 are constructed of thicker steels than what would be required based solely upon the structural 22 loading of specific commodities. Current tank cars thus have steel thickness in excess of what 23 is required to retain the commodity pressure and sustain structural loads, and the additional 24 thickness improves the puncture resistance and crashworthiness of the tank car so that the tank car can be less prone to damage. However, the amount of benefit derived from adding 26 thickness to the outer structure of a tank car is limited, and may not suffice to meet desired 27 criteria for avoiding the release of hazardous materials during events such as collisions or 28 derailment.
22061332.1 1 Agent Ref: 77226/00002 2 [0004] The present technology relates to railroad tank cars that contain a commodity according 3 to its physical and chemical properties, and also provides increased levels of puncture 4 resistance and energy absorption to resist release of the commodity in the event of a collision or derailment. In particular, tank cars of the present technology have an outer tank, and an inner 6 tank within the outer tank.
7 [0005] The inner tank is supported by a bottom support structure, where there is a tank to tank 8 clearance defined between the inner tank and the outer tank. Spacers and insulation are 9 located within the tank to tank clearance defined between the inner tank and the outer tank.
The inner tank can shift within the outer tank under impact loading conditions and the insulation 11 and spacers absorb energy of the impact loading conditions.
13 [0006] Specific examples have been chosen for purposes of illustration and description, and are 14 shown in the accompanying drawings, forming a part of the specification.
[0007] Figure 1 illustrates a side cross sectional view of one example of a tank car of the 16 present technology.
17 [0008] Figure 2 illustrates a detail view of the cross sectional view of the tank car of Figure 1.
18 [0009] Figure 3 illustrates an end cross sectional view of the tank car of Figure 1.
19 [0010] Figure 4 illustrates one embodiment of a spacer for use in the tank car of Figure 1.
[0011] Figure 5 illustrates a perspective view of a second example of a tank car of the present 21 technology.
22 [0012] Figure 6 illustrates an upper spacer of the tank car of Figure 5.
23 [0013] Figure 7 illustrates a lower spacer of the tank car of Figure 5.
24 [0014] Figure 8 is a cross-sectional view of one example of a lower support structure of the tank car of Figures 1 and 5.
26 [0015] Figure 9 illustrates one examples of a dome that can be used with the tank car of 27 Figures 1 and 5.
28 [0016] Figure 10 illustrates a tank car of Figure 5 undergoing shell impact energy absorption 29 testing through finite element analysis, prior to the ram impacting the shell of the tank car.
22061332.1 2 Agent Ref: 77226/00002 1 [0017] Figure 11 illustrates a tank car of Figure 5 undergoing shell impact energy absorption 2 testing through finite element analysis, after the ram impacts the shell of the tank car.
3 [0018] Figure 12 illustrates a tank car of Figure 5 undergoing head impact energy absorption 4 testing through finite element analysis, prior to the ram impacting the head of the tank car.
[0019] Figure 13 illustrates a tank car of Figure 5 undergoing head impact energy absorption 6 testing through finite element analysis, after the ram impacts the head of the tank car.
8 [0020] Tank cars of the present technology are designed to have improved impact resistance 9 as compared to conventional tank cars. The tank cars have an outer tank that surrounds an inner tank. The inner tank is enclosed by the outer tank, and is supported within the outer tank.
11 [0021] Tank cars of the present technology can be used to transport commodities, including but 12 not limited to liquid commodities, gaseous commodities, and commodities that are gas-liquid 13 mixtures. The transported commodities can be hazardous or non-hazardous, and can be 14 pressurized or not pressurized.
[0022] Figures 1 through 4 illustrate one example of a tank car 100 of the present technology, 16 which includes an outer tank 102, an inner tank 104, and a tank to tank clearance 106 between 17 the outer tank 102 and the inner tank 104 that contains insulation 108 and spacers 110. The 18 outer tank 104 and the inner tank 102 can each be generally cylindrical, having substantially 19 circular cross-sections that are preferably concentric, as shown in Figure 3. As illustrated further in Figure 3, the tank car 100 also includes a bottom support structure 112 that serves to 21 support the inner tank as well as maintains the inner tank's independence from the outer tank.
22 The tank car can also include a dome 114, which can be located at the top of the tank car to 23 provide access for loading and unloading a commodity stored within the inner tank 104 of the 24 tank car 100. In at least one example, the inner tank 104 is rigidly connected to the outer tank 104 only at the dome 114.
26 [0023] The inner tank 104 can be made of any suitable material or materials, and includes an 27 inner tank heads 116 and an inner tank shell 118. In one embodiment, the inner tank heads 28 116 and the inner tank shell 118 are both made from TC 128 Gr B steel. The thickness of the 29 inner tank heads 116 can be from about 3/4 of an inch to about 1 inch. The thickness of the inner tank shell 118 can be from about 7/16 of an inch to about 9/16 of an inch, and preferably 31 has a thickness that is at least about 15/32 of an inch.
22061332.1 3 Agent Ref: 77226/00002 1 [0024] The outer tank 102 can also be made of any suitable material, and includes outer tank 2 heads 120 and an outer tank shell 122. In one embodiment, the outer tank head 120 and the 3 outer tank shell 122 can both be made from TC 128 Gr B steel. The thickness of the outer tank 4 head 120 can be at least about 1/2 an inch, and can preferably be from about 3/4 of an inch to about 1 inch. The thickness of the outer tank shell 122 can be at least about 15/32 of an inch, 6 and can preferably be from about 3/4 of an inch to about 1 inch.
7 [0025] In one embodiment, the outer tank 102 may be constructed from a special high 8 toughness steel. The high toughness steel is produced by continuous casting from a melt 9 produced in either basic oxygen or electric furnaces. The steel may either be hot rolled with a maximum finishing temperature of 1125 C or normalized after rolling in order to achieve optimal 11 toughness properties. If normalized, the temperature for the normalization treatment is 950 C
12 for 1 hour and air cooled. The composition of the steel is: 0.05% C, 0.94 %
Mn, 0.52% Si, 1.29 13 % Cu, 0.74 % Ni, 0.07% Nb, 0.08% Ti, 0.005% S maximum, 0.005% P maximum, remainder 14 Fe. This composition is nominal and may be adjusted for manufacturing and physical property optimization.
16 [0026] In some embodiments, the inner tank shell 118 and the outer tank shell 122 have a 17 combined thickness of at least about 1.5 inches, and the inner tank head 116 and the outer tank 18 head 120 have a combined thickness of at least about 1.7 inches.
19 [0027] The tank to tank clearance 106, which is measured from the outside surface of inner tank shell 118 to the inside surface of the outer tank shell 122, can be any suitable distance. In 21 at least one example, the tank to tank clearance 106 is about 4 inches. As another example 22 only, the clearance could be in the range of approximately 2 to 5 inches.
23 [0028] Spacers 110 are placed between the inner tank 104 and outer tank 102, and can allow 24 for energy absorption. The spacers 110 can be designed to crush under impact loading conditions of significant force loading, such as when the tank car experiences an impact or 26 derailment. The spacers can be made from any suitable material, including, but not limited to, 27 A516-70 or TC128 Gr B steel.
28 [0029] One example of a spacer is indicated in general at 110 in Figure 4.
In this example, the 29 outer tank 102 includes one or more openings 124, and the spacer 110 extends through each opening 124 to abut the inner tank 104. The spacer 110 has a cover plate 128, at least two legs 31 130a and 130b that extend away from the cover plate 128, and a bottom 132 connected to the 32 legs 130a and 130b that contacts the inner tank shell 104 when the spacer 110 is inserted into 22061332.1 4 Agent Ref: 77226/00002 1 the opening 124. In such an embodiment, under impact conditions, the spacers 110 can 2 crumple or crush as the inner tank 104 shifts within the outer tank 102, or the spacers can be 3 dislodged and pushed outwardly by the inner tank 104 shifting within the outer tank 102.
4 [0030] An alternative arrangement of spacers is illustrated in Figures 5 through 7. As shown in Figure 5, a tank car 200 having an inner tank 202 and an outer tank 204 has a plurality of upper 6 spacers 206a-206f and a plurality of lower spacers 208a-208e. One side of the tank car 200 is 7 shown in Figure 5, and it should be understood that the other side has a symmetrical 8 arrangement of spacers. The upper spacers 206a-208f are spaced apart along the length of the 9 upper half of the tank car 200, and the lower spacers 208a-208e are spaced apart along the length of the lower half of the tank car 200. As illustrated, each side of the tank car preferably 11 has six upper spacers 206a-206f and five lower spacers 208a-208e, but the number of upper 12 and lower spacers will vary with the size of the tank.
13 [0031] One example of an upper spacer 206 is shown in Figure 6. Each upper spacer 206 can 14 be secured to the outer tank shell 204, such as, for example, being welded to the outer tank shell 204. An upper spacer 206 can be generally U-shaped, having two legs 210a and 210b 16 that extend away from the outer tank shell 204 towards the inner tank shell 202, and a cross 17 piece 212 that extends from one leg 210a to the other leg 210b, connecting the two legs. In 18 some examples, the connection points 214a and 214b between the legs 210a and 210b and the 19 cross piece 212 are squared or rounded. The upper spacers can be made of any suitable material, including, for example, A516-70 or TC128 Gr B steel. A572-50 steel can be used in 21 place of A516-70 in any situation that is not pressure retaining. In at least one example, each 22 leg 210a and 210b and the cross piece 212 of an upper spacer 206 can have a thickness from 23 about 1/4 of an inch to about 1 inch, including for example having a thickness of about 3/8 of an 24 inch. Additionally, an upper spacer 206 can have any suitable height, measured from the end of the leg 210 that is secured to the outer tank shell 204 to the outer surface of the cross piece 26 212, and preferably has a height that spans the tank to tank clearance so that the cross piece 27 212 of the upper spacer 206 abuts the inner tank shell when the upper spacer 206 is installed in 28 the tank car. Further, an upper spacer 206 can have any suitable width, measured from the 29 outer edge of one leg 210 to the outer edge of the other leg 210, such as a width of from about 3 inches to about 5 inches, including for example about 3.5 inches.
31 [0032] One example of a lower spacer 208 is illustrated in Figure 7. Each lower spacer 208 can 32 be secured, such as by welding, to the inner tank shell 202, or preferably to a tank reinforcing 33 pad 216 that is secured to the inner tank shell 202. As illustrated in Figure 7, the lower spacer 22061332.1 5 Agent Ref: 77226/00002 1 208 is secured to the tank reinforcing pad 216 at a first end 218 and a second end 220.
2 Between the first end 218 and the second end 220 of the lower spacer 208, the lower spacer 3 curves outwardly, away from the inner tank shell 202 and the reinforcing pad 216, forming an 4 apex 222 and two legs 224a and 224b. The lower spacers can be made of any suitable material, including, for example, A516-70 or TC128 Gr B steel or A572-50 steel (for non-6 pressure retaining components). In at least one example, the lower spacer 208 can have a 7 thickness from about 1/4 of an inch to about 1 inch, including for example having a thickness of 8 about 3/8 of an inch. The lower spacer can have any suitable length, measured from the outer 9 edge of the first end 218 to the outer edge of the second end 220, including but not limited to a length of from about 8 inches to about 15 inches, including for example a length of about 12 11 inches. The lower spacer 208 can also have any suitable height, measured from the edge of 12 the lower spacer secured to the inner tank shell 202 or the reinforcing pad 216 to the apex 222 13 of the lower spacer, and preferably has a height that spans the tank to tank clearance so that 14 the apex 222 of the lower spacer 208 abuts the outer tank shell 204 when the lower spacer 208 is installed in the tank car.
16 [0033] Referring back to Figures 1-3, insulation 108 can surround the shell of the inner tank 17 104. Preferably, the insulation 108 substantially entirely surrounds the inner tank, 104, filling 18 any area within the tank to tank clearance 106 that is not taken up by the spacers 110, the 19 bottom support structure 112, and the dome 114. The insulation can be any suitable material, and can contain multiple layers. In one embodiment, the insulation includes a first insulation 21 layer and a second insulation layer. The first insulation layer can be, for example, 4.5 pound 22 cuft ceramic fiber, and can be about 2 inches thick. The second insulation layer can be, for 23 example, 3/4 pound cuft fiberglass, and can be about 2 inches thick.
Insulation layers can vary 24 with the clearance between tanks. As another example, more insulation may be compressed down to the four inches clearance so that a single layer of insulation is used.
26 [0034] Referring to Figures 1-3 and 8, the bottom support structure 112 can be made of any 27 suitable materials, including, but not limited to A516-70 or TC128 Gr B
steel. The bottom 28 support structure 112 is preferably located between the inner tank 102 and outer tank 104 in the 29 region of the bolsters 126. The bottom support structure 112 includes a curved inner tank support 300 that is secured, such as by welding, to the inner tank 104, or to an inner tank repad 31 302 as illustrated in Figure 8. The inner tank repad 302 is secured, such as by welding, to the 32 inner tank 104. The bottom support structure 112 also includes a tank cradle 306 that is 33 secured, such as by welding, to the outer tank 102. The tank cradle 306 is shaped to receive 22061332.1 6 Agent Ref: 77226/00002 1 the inner tank support 300. Support can thus be provided to the inner tank 104 by bottom 2 support structure 112 when the inner tank support 300 rests on the tank cradle. While the inner 3 tank support 300 and the tank cradle 306 are preferably in contact under normal operating and 4 loading conditions, they are not mechanically connected. The inner tank support 300 can slide along the tank cradle 306 or lift off the cradle 306 under significant force loading conditions such 6 as collision, derailment, and tank car rollover. In at least one embodiment, the bottom support 7 structure 112 also includes foam 308, such as, for example DOW beta foam, to provide 8 additional support. The foam 308 is located between the inner tank support 300 and the inner 9 tank 104 or the inner tank repad 302, between the tank cradle 306 and the outer tank 102, or both. An alternative material for the bottom support includes A572-50 steel.
In addition, a 11 urethane foam may be used in place of DOW beta foam, but it would serve only a thermal 12 function, not a structural one (which is acceptable).
13 [0035] Figure 9 illustrates a cross-section of one example of a dome 114 that can be used with 14 tank cars of the present technology. The dome 114 includes a nozzle 400, through which the commodity can be placed into and removed from the inner tank 104. When the tank car is in 16 operation, a cover plate 402 can be used to cover and close the nozzle 400.
The cover plate 17 402 is removably secured to the nozzle 400, such as being secured by a number of bolts 404.
18 The dome 114 can include a sidewall 406, which can be circular, and which preferably extends 19 above the nozzle 400 and cover plate 402. A circular reinforcing plate 408 can also be included, to provide additional structural support to the dome 114, including the sidewall 406.
21 [0036] The outer tank 102, insulation 108, spacers 110, and the inner tank 104 act as an 22 energy absorbing system in the event of a derailment or other event that would possibly lead to 23 a puncture, or other breach, of the inner tank 104. The energy absorbing system of the tank car 24 100 allows the inner tank 104 to move independently of the outer tank 102, which can absorb at least a significant amount of the force applied to the tank car 100 in an impact or derailment 26 scenario, thus reducing the likelihood that the shell of the inner tank 104 will be breached.
27 Puncture Resistance 28 [0037] The tank car 100 preferably has a shell impact energy absorption of at least about 2.5 29 million foot-pounds at the tank centerline, and a head impact energy absorption of at least about 1.5 million foot-pounds at a point that is about 29 inches below the tank centerline. This can be 31 about a 1.5 times increase in shell impact energy absorption, and a 1.4 times increase in head 32 impact energy absorption, over current tank car designs, as shown in the Table 1 below.
22061332.1 7 Agent Ref: 77226/00002 1 Table 1 Type of Tank Car Shell Impact energy Head Impact energy (ft-lbs) (ft-lbs) Conventional 500 lb. Car 1,261,000 782,000 Interim 600 lb. Car 1,742,000 1,100,000 Subject Tank Car 2,500,000 1,500,000 3 Example 1: Shell Puncture 4 [0038] With reference to Table 2, tank cars having an inner tank and an outer tank were analyzed, using finite element analysis, for shell impact energy absorption using a ram, as 6 shown in Figures 10 and 11. The ram had a total weight of 286,000 pounds and a wedge 7 shaped ram head 502 with a 6 inch by 6 inch impact face 504. As shown in Figures 10 and 11, 8 the test was conducted by driving the ram into tank car at the centerline 506 of the tank outer 9 shell 508. The impact energy, delivered by the ram was varied by changing the speed of the ram when it impacts the tank car, known as the ram impact speed. The shell impact energy 11 absorption of a particular tank car is the maximum amount of impact energy that the shell of the 12 tank car can absorb without puncturing.
13 [0039] The first and second tank car designs each had an inner tank shell 510 having a 14 cylindrical length of about 472 inches and an inner diameter of about 100 inches, made of TC
128 GR B steel having a thickness of 0.4688 of an inch. The inner tank was pressurized at 16 about 100 psi. The inner tank heads were 2:1 ellipsoidal heads made of TC
128 GR B steel, 17 and the overall length of the inner tank car was about 522 inches as measured from the center 18 point of the inner tank head at one end of the inner tank to the center point of the inner tank 19 head at the opposite end of the inner tank.
[0040] The first tank car design had an inner and outer tank shell 508 made of 21 steel having a thickness of 0.4688 inches, and a tank to tank standoff of about 4 inches. The 22 ram impact speed was about 16.2 miles per hour (mph), delivering an impact energy of about 23 2.5 million foot-pounds. The impact energy delivered by the ram upon impact with the first tank 24 car caused deformation of the outer tank shell and the inner tank shell, and also resulted in both shells being punctured. Calculations showed that the outer tank shell punctured at a ram 26 displacement of about 29 inches and a peak force of about 855,000 pounds.
The inner tank 27 shell punctured rapidly after failure of the outer tank shell. The impact energy absorption at 22061332.1 8 Agent Ref: 77226/00002 1 failure was calculated to be about 1.32 million foot-pounds. The results of the testing for the first 2 tank car design are shown in row 7 of Table 2 below.
3 [0041] The second tank car design had an outer tank shell 508 made of TC 128 GR B steel 4 having a thickness of 0.777 inches, and a tank to tank standoff of about 4 inches. The ram impact speed was about 16.2 miles per hour (mph), delivering an impact energy of about 2.5 6 million foot-pounds. As shown in Figure 11, the impact energy delivered by the ram caused 7 deformation of the outer tank shell 508 and the inner tank shell 510, but the outer jacket resisted 8 the impact forces of the ram and neither outer tank shell 508 nor the inner tank shell 510 was 9 punctured. The maximum ram displacement was about 42 inches, and the shell impact energy absorption was at least 2.5 million foot-pounds since the delivered impact energy of that amount 11 was absorbed and dissipated by the tank deformation. The results of the testing for the second 12 tank car design at this ram speed are shown in row 8 in Table 2 below.
13 [0042] The second tank car design was also tested at ram impact speeds of 17.7 mph, and 14 18.8 mph, and 20.0 mph, which delivered impact energies of 3.0 million ft-lbs, 2.6 million ft-lbs, and 2.6 million ft-lbs, respectively. The 3.0 million ft-lb impact energy was sufficient to initiate 16 fractures in the 0.777 inches thick outer tank shell, but the outer tank shell was not fully 17 penetrated and no fractures were initiated in the inner tank shell. Thus, the puncture threshold 18 of the tank car is higher than the 3.0 million ft-lb impact energy.
However, when the impact 19 speed was further increased to 18.8 mph and 20.0 mph, puncture of the tank car resulted.
Calculations determined that the puncture occurred at a an impact energy of approximately 2.6 21 million ft-lbs. Without being bound by any particular theory, it is believed that the puncture 22 resulted due to additional dynamic effects that are introduced in the tank car response to impact 23 at these higher speeds. Accordingly, the inertial effects at the higher speeds resulted in the 24 impact forces exceeding the puncture threshold for the tank car at a lower displacement than was achieved when the impact speed was at the slightly reduced 17.7 mph.
However, in each 26 instance, the tank car still maintained a impact energy absorption above 2.5 million ft-lbs. The 27 additional results of the testing for the second tank car design at these higher speeds are shown 28 in rows 9-11 of Table 2 below.
29 [0043] The third tank car design had an outer tank shell 508 made of TC 128 GR B steel having a thickness of 0.7145 inches, and a tank to tank standoff of about 4 inches. The third 31 tank car design had an inner tank shell 510 having a cylindrical length of about 472 inches and 32 an inner diameter of about 100 inches, made of TC 128 GR B steel having a thickness of 33 0.5625 of an inch. The inner tank was pressurized at about 100 psi. The inner tank heads were 22061332.1 9 Agent Ref: 77226/00002 1 2:1 ellipsoidal heads made of TC 128 GR B steel, and the overall length of the inner tank car 2 was about 522 inches as measured from the center point of the inner tank head at one end of 3 the inner tank to the center point of the inner tank head at the opposite end of the inner tank.
4 The third tank car design also tested at ram impact speed of 17.7 mph, which delivered impact energies of 3.0 million ft-lbs. The 3.0 million ft-lb impact energy was determined to be at the 6 puncture threshold for the third tank car design. The results of the testing for the third tank car 7 design are shown in row 12 of Table 2 below.
8 [0044] Testing was conducted on additional tank car designs as reported in Table 2 below. The 9 dimensions and materials of the tank car designs, and the ram impact conditions, were the same as those above except for the dimensions noted in Table 2.
11 Table 2 Inner Tank Outer Tank Impact Internal Puncture Puncture No. Pressure Force Energy Shell Shell Speed (psi) (Ibs) (ft-lbs) 0.5625 in 0.119 in 20.0 mph 100 psi 676,000 673,000 2 0.777 in 0.119 in 20.0 mph 100 psi 915,000 1,261,000 3 0.981 in 0.119 in 20.0 mph 100 psi 1,152,000 1,742,000 4 0.777 in 0.375 in 20.0 mph 100 psi 1,010,000 1,732,000
5 0.5625 in 0.119 in 20.0 mph 100 psi 686,000 675,000
6 0.777 in 0.5625 in 20.0 mph 100 psi 1,090,000 2,175,000
7 0.4688 in 0.4688 in 16.2 mph 100 psi 855,000 1,320,000 0.4688 in 0.777 in 16.2 mph (1,100,000 (2,500,000)
8 TC128B TC128B 100 psi )1 1
9 0.4688 in 0.777 in 20.0 mph 100 psi 1,230,000 2,590,000 0.4688 in 0.777 in 17.7 mph (1,190,000 (3,000,000)
10 TC128B TC128B 100 psi )1 1
11 0.4688 in 0.777 in 18.8 mph 100 psi 1,220,000 2,600,000
12 0.5625 in 0.7145 in 17.7 mph 100 psi 1,210,000 3,000,000 12 Note: (1) Tank was not fully punctured at this impact velocity.
22061332.1 10 Agent Ref: 77226/00002 2 Example 2: Head Puncture 3 [0045] Tank cars having an inner tank and an outer tank were analyzed for head impact energy 4 absorption using a ram, as shown in Figures 12 and 13. The ram had a total weight of 286,000 pounds and a wedge shaped ram head 602 with a 6 inch by 6 inch impact face 604. As shown 6 in Figures 12 and 13, the test was conducted by driving the ram into head tank car at a point 7 606 that is about 29 inches below the tank centerline. The impact energy, delivered by the ram 8 was varied by changing the speed of the ram when it impacted the tank car, known as the ram 9 impact speed. The head impact energy absorption of a particular tank car is the maximum amount of impact energy that the head of the tank car can absorb without puncturing.
11 [0046] Three test designs for the outer tank were evaluated, each having identical inner tank 12 geometries, with a 0.879 inch thick TC128 Gr B steel inner tank head 610 and a 0.4688 inch
22061332.1 10 Agent Ref: 77226/00002 2 Example 2: Head Puncture 3 [0045] Tank cars having an inner tank and an outer tank were analyzed for head impact energy 4 absorption using a ram, as shown in Figures 12 and 13. The ram had a total weight of 286,000 pounds and a wedge shaped ram head 602 with a 6 inch by 6 inch impact face 604. As shown 6 in Figures 12 and 13, the test was conducted by driving the ram into head tank car at a point 7 606 that is about 29 inches below the tank centerline. The impact energy, delivered by the ram 8 was varied by changing the speed of the ram when it impacted the tank car, known as the ram 9 impact speed. The head impact energy absorption of a particular tank car is the maximum amount of impact energy that the head of the tank car can absorb without puncturing.
11 [0046] Three test designs for the outer tank were evaluated, each having identical inner tank 12 geometries, with a 0.879 inch thick TC128 Gr B steel inner tank head 610 and a 0.4688 inch
13 thick TC128 Gr B steel inner tank shell 614. The inner tank head 610 for each tank car tested
14 had a diameter that was nominally about 100 inches, and the inner tank was pressurized to an internal pressure of 100 psi. The geometry of the inner tank head 610 for each tank car was a 16 2:1 ellipsoid. The outer tank head 612 for each tank car had a 108 inch inner diameter and a 17 dished geometry with a tank to tank clearance of 4 inches from the inner tank head 610.
18 [0047] The ram impact speed used for the initial head impact energy absorption analyses of all 19 three outer tank test designs was 12.52 mph, which delivered an impact energy of 1.5 million ft-lbs. As shown in Figure 13, the impact energy delivered by the ram caused at least deformation 21 of the outer tank head 612 and the inner tank head 610 for each tested design, and also 22 resulted in puncturing some of the tested designs as described below.
23 [0048] The first outer tank design had a 0.500 inch thick TC128 Gr B steel outer tank head 612, 24 and a 0.375 inch thick TC128 Gr B steel outer tank shell 616. The outer tank head 612 was punctured at a ram displacement of approximately 18 inches and a peak ram force of 26 approximately 1.06 million lbs. The inner tank head 610 was punctured at a ram displacement 27 of approximately 22 inches and a ram force of 1.06 million lbs. The head puncture energy at 28 puncture of the inner tank head 610 was calculated to be about 1.11 million ft-lbs. The results 29 for the first design are listed in row 16 of Table 3 below.
[0049] The second outer tank design had a 0.879 inch thick TC1 28 Gr B steel outer tank head 31 612, and a 0.375 inch thick TC128 Gr B steel outer tank shell 616. The outer tank head 612 32 was partially penetrated late in the impact response, at a ram displacement of approximately 20 22061332.1 11 Agent Ref: 77226/00002 1 inches and a peak force of approximately 1.57 million lbs. However, the ram was stopped at a 2 maximum displacement of approximately 21 inches, and the inner tank head 610 was not 3 punctured. The entire impact energy of 1.5 million ft-lbs was absorbed and dissipated by this 4 second design. The results for the second design are listed in row 17 of Table 3 below.
[0050] The third outer tank design had a 0.879 inch thick TC1 28 Gr B steel outer tank head 6 612, and a 0.777 inch thick TC128 Gr B steel outer tank shell 616 to be consistent with some of 7 the outer tank shell designs of Example 1. The outer tank head 612 was partially penetrated 8 late in the impact response, at a ram displacement approximately 19 inches and a peak force of 9 approximately 1.59 million lbs. The ram was stopped at a maximum displacement of approximately 21 inches, and the inner tank head 610 was not punctured. The entire impact 11 energy of 1.5 million ft-lbs was absorbed and dissipated by this third design. The results for the 12 third design are listed in row 18 of Table 3 below.
13 [0051] To establish the maximum puncture energy that the third outer tank design can 14 withstand, additional testing was performed at a higher ram impact speed of 14.5 mph, corresponding to an impact energy of 2.0 million ft-lbs. The higher speed impact was sufficient 16 to puncture both the outer tank head and the inner tank head with a puncture energy of 1.86 17 million ft-lbs. The results for the third design at the higher speed are listed in row 19 of Table 3 18 below.
19 [0052] Testing was conducted on additional tank car designs as reported in Table 3 below. The dimensions and materials of the tank car designs, and the ram impact conditions, were the 21 same as those above except for the dimensions noted in Table 3. The inner tank heads were 22 all made of TC1 28 Gr B steel having a thickness indicated in Table 3 below, and the inner tank 23 shells were all 0.4688 inch thick TC128 Gr B steel.
22061332.1 12 Agent Ref: 77226/00002 Table 3 No. Inner Puncture Outer Tank Outer Tank Impact Puncture Tank Head Head Shell Speed Force (Ibs) Energy bs) 1 0.500" A572- 11 gauge 14 mph 1,206,000 1,121,000 1.1360" 50 A1011 2 0.500" A572- 11 gauge 10 mph 966,000 916,000 0.8281" 50 A1011 3 0.8281" 11 gauge 14 mph 1,289,000 1,321,000 0.8281 TC128B A1011 4 0.500" A572- 11 gauge 11 mph 1,229,000 1,110,000 1.1360" 50 A1011 0.8281" 0.375" TC128B 11 mph (1,240,000) (1,190,000) 0.6030 TC128B 3 3 6 0.500" A572- 11 gauge 10 mph 813,000 782,000 0.6030" 50 A1011 7 0.8281" 0.375" TC128B 14 mph 1,316,000 1,537,000 0.6030" TC128B
8 0.8281" 11 gauge 14 mph 1,311,000 1,482,000 0.8281" TC128B A1011 9 0.8281" 0.680" TC128B 0.375" TC128B 14 mph 1,292,000 1,390,000 11 gauge 11 gauge 10 mph 813,000 610,000 0.8281" A1011 A1011 11 0.8281" 11 gauge 10 mph 1,218,000 1,494,000 0.8281" TC128B A1011 12 0.8281" 0.680" TC128B 0.375" TC128B 14 mph 1,195,000 1,252,000 13 0.500" A572- 11 gauge 14 mph 952,000 1,100,000 0.8281" 50 A1011 14 0.680" TC128B 11 gauge 14 mph 1,189,000 1,281,000 0.8281" A1011 0.8281" 0.375" TC128B 14 mph 1,466,000 1,661,000 0.8281" TC128B
16 0.5000" 0.375" TC128B 12.5 1,056,000 1,110,000 0.8790" TC128B mph 17 0.8790" 0.375" TC128B 12.5 (1,565,000) (1,500,000) 0.8790" TC128B mph 3 3 18 0.8790" 0.777" TC128B 12.5 (1,586,000) (1,500,000) 0.8790" TC128B mph 3 3 19 0.8790" 0.777" TC128B 14.5 1,586,000 1,860,000 0.8790" TC128B mph 22061332.1 13 Agent Ref: 77226/00002 2 Example 3 3 [0053] A tank car of the present technology having a tank to tank clearance of about 4 inches 4 was made having the following dimensions:
= An inner tank shell having an inner diameter of 100.625 inches made of TC
6 B steel having a thickness of 15/32 of an inch.
7 = An inner tank head made of TC 128 GR B steel having a thickness of 0.879 inches.
8 = An outer tank shell having an inner diameter of 109.5625 inches made of TC
9 B steel having a thickness of 0.777 inches.
= An outer tank head made of TC 128 GR B steel having a thickness of 0.879 inches.
11 [0054] The shell impact energy absorption of the tank car was determined to be about 3.0 12 million foot-pounds at the tank car centerline, and the head impact energy absorption was 13 determined to be about 1.9 million foot-pounds at a point about 29 inches below the tank car 14 centerline.
[0055] From the foregoing, it will be appreciated that although specific examples have been 16 described herein for purposes of illustration, various modifications may be made without 17 deviating from the spirit or scope of this disclosure. It is therefore intended that the foregoing 18 detailed description be regarded as illustrative rather than limiting, and that it be understood that 19 it is the following claims, including all equivalents, that are intended to particularly point out and distinctly claim the claimed subject matter.
22061332.1 14
18 [0047] The ram impact speed used for the initial head impact energy absorption analyses of all 19 three outer tank test designs was 12.52 mph, which delivered an impact energy of 1.5 million ft-lbs. As shown in Figure 13, the impact energy delivered by the ram caused at least deformation 21 of the outer tank head 612 and the inner tank head 610 for each tested design, and also 22 resulted in puncturing some of the tested designs as described below.
23 [0048] The first outer tank design had a 0.500 inch thick TC128 Gr B steel outer tank head 612, 24 and a 0.375 inch thick TC128 Gr B steel outer tank shell 616. The outer tank head 612 was punctured at a ram displacement of approximately 18 inches and a peak ram force of 26 approximately 1.06 million lbs. The inner tank head 610 was punctured at a ram displacement 27 of approximately 22 inches and a ram force of 1.06 million lbs. The head puncture energy at 28 puncture of the inner tank head 610 was calculated to be about 1.11 million ft-lbs. The results 29 for the first design are listed in row 16 of Table 3 below.
[0049] The second outer tank design had a 0.879 inch thick TC1 28 Gr B steel outer tank head 31 612, and a 0.375 inch thick TC128 Gr B steel outer tank shell 616. The outer tank head 612 32 was partially penetrated late in the impact response, at a ram displacement of approximately 20 22061332.1 11 Agent Ref: 77226/00002 1 inches and a peak force of approximately 1.57 million lbs. However, the ram was stopped at a 2 maximum displacement of approximately 21 inches, and the inner tank head 610 was not 3 punctured. The entire impact energy of 1.5 million ft-lbs was absorbed and dissipated by this 4 second design. The results for the second design are listed in row 17 of Table 3 below.
[0050] The third outer tank design had a 0.879 inch thick TC1 28 Gr B steel outer tank head 6 612, and a 0.777 inch thick TC128 Gr B steel outer tank shell 616 to be consistent with some of 7 the outer tank shell designs of Example 1. The outer tank head 612 was partially penetrated 8 late in the impact response, at a ram displacement approximately 19 inches and a peak force of 9 approximately 1.59 million lbs. The ram was stopped at a maximum displacement of approximately 21 inches, and the inner tank head 610 was not punctured. The entire impact 11 energy of 1.5 million ft-lbs was absorbed and dissipated by this third design. The results for the 12 third design are listed in row 18 of Table 3 below.
13 [0051] To establish the maximum puncture energy that the third outer tank design can 14 withstand, additional testing was performed at a higher ram impact speed of 14.5 mph, corresponding to an impact energy of 2.0 million ft-lbs. The higher speed impact was sufficient 16 to puncture both the outer tank head and the inner tank head with a puncture energy of 1.86 17 million ft-lbs. The results for the third design at the higher speed are listed in row 19 of Table 3 18 below.
19 [0052] Testing was conducted on additional tank car designs as reported in Table 3 below. The dimensions and materials of the tank car designs, and the ram impact conditions, were the 21 same as those above except for the dimensions noted in Table 3. The inner tank heads were 22 all made of TC1 28 Gr B steel having a thickness indicated in Table 3 below, and the inner tank 23 shells were all 0.4688 inch thick TC128 Gr B steel.
22061332.1 12 Agent Ref: 77226/00002 Table 3 No. Inner Puncture Outer Tank Outer Tank Impact Puncture Tank Head Head Shell Speed Force (Ibs) Energy bs) 1 0.500" A572- 11 gauge 14 mph 1,206,000 1,121,000 1.1360" 50 A1011 2 0.500" A572- 11 gauge 10 mph 966,000 916,000 0.8281" 50 A1011 3 0.8281" 11 gauge 14 mph 1,289,000 1,321,000 0.8281 TC128B A1011 4 0.500" A572- 11 gauge 11 mph 1,229,000 1,110,000 1.1360" 50 A1011 0.8281" 0.375" TC128B 11 mph (1,240,000) (1,190,000) 0.6030 TC128B 3 3 6 0.500" A572- 11 gauge 10 mph 813,000 782,000 0.6030" 50 A1011 7 0.8281" 0.375" TC128B 14 mph 1,316,000 1,537,000 0.6030" TC128B
8 0.8281" 11 gauge 14 mph 1,311,000 1,482,000 0.8281" TC128B A1011 9 0.8281" 0.680" TC128B 0.375" TC128B 14 mph 1,292,000 1,390,000 11 gauge 11 gauge 10 mph 813,000 610,000 0.8281" A1011 A1011 11 0.8281" 11 gauge 10 mph 1,218,000 1,494,000 0.8281" TC128B A1011 12 0.8281" 0.680" TC128B 0.375" TC128B 14 mph 1,195,000 1,252,000 13 0.500" A572- 11 gauge 14 mph 952,000 1,100,000 0.8281" 50 A1011 14 0.680" TC128B 11 gauge 14 mph 1,189,000 1,281,000 0.8281" A1011 0.8281" 0.375" TC128B 14 mph 1,466,000 1,661,000 0.8281" TC128B
16 0.5000" 0.375" TC128B 12.5 1,056,000 1,110,000 0.8790" TC128B mph 17 0.8790" 0.375" TC128B 12.5 (1,565,000) (1,500,000) 0.8790" TC128B mph 3 3 18 0.8790" 0.777" TC128B 12.5 (1,586,000) (1,500,000) 0.8790" TC128B mph 3 3 19 0.8790" 0.777" TC128B 14.5 1,586,000 1,860,000 0.8790" TC128B mph 22061332.1 13 Agent Ref: 77226/00002 2 Example 3 3 [0053] A tank car of the present technology having a tank to tank clearance of about 4 inches 4 was made having the following dimensions:
= An inner tank shell having an inner diameter of 100.625 inches made of TC
6 B steel having a thickness of 15/32 of an inch.
7 = An inner tank head made of TC 128 GR B steel having a thickness of 0.879 inches.
8 = An outer tank shell having an inner diameter of 109.5625 inches made of TC
9 B steel having a thickness of 0.777 inches.
= An outer tank head made of TC 128 GR B steel having a thickness of 0.879 inches.
11 [0054] The shell impact energy absorption of the tank car was determined to be about 3.0 12 million foot-pounds at the tank car centerline, and the head impact energy absorption was 13 determined to be about 1.9 million foot-pounds at a point about 29 inches below the tank car 14 centerline.
[0055] From the foregoing, it will be appreciated that although specific examples have been 16 described herein for purposes of illustration, various modifications may be made without 17 deviating from the spirit or scope of this disclosure. It is therefore intended that the foregoing 18 detailed description be regarded as illustrative rather than limiting, and that it be understood that 19 it is the following claims, including all equivalents, that are intended to particularly point out and distinctly claim the claimed subject matter.
22061332.1 14
Claims (13)
1. A tank car comprising:
an outer tank;
an inner tank enclosed within the outer tank, the inner tank being supported by a bottom support structure, where there is a tank to tank clearance defined between the inner tank and the outer tank;
spacers and insulation within the tank to tank clearance defined between the inner tank and the outer tank, wherein the spacers each have a cover plate, at least two legs that extend away from the cover plate and a bottom connected to the at least two legs that contacts the inner tank when the spacer is inserted into an opening of the outer tank; and an inner tank repad, said inner tank repad secured to the inner tank with the bottom support structure secured to the inner tank repad, wherein the outer tank includes one or more openings and a spacer extends through each opening to abut the inner tank.
an outer tank;
an inner tank enclosed within the outer tank, the inner tank being supported by a bottom support structure, where there is a tank to tank clearance defined between the inner tank and the outer tank;
spacers and insulation within the tank to tank clearance defined between the inner tank and the outer tank, wherein the spacers each have a cover plate, at least two legs that extend away from the cover plate and a bottom connected to the at least two legs that contacts the inner tank when the spacer is inserted into an opening of the outer tank; and an inner tank repad, said inner tank repad secured to the inner tank with the bottom support structure secured to the inner tank repad, wherein the outer tank includes one or more openings and a spacer extends through each opening to abut the inner tank.
2. The tank car of claim 1, the inner tank comprising an inner tank head and an inner tank shell, wherein the inner tank is made from TC 128 Gr B steel having a thickness at the inner tank head from about 3/4 of an inch to about 1 inch and a thickness at the inner tank shell from about 7/16 of an inch to about 9/16 of an inch.
3. The tank car of claim 1, the outer tank comprising an outer tank head and an outer tank shell, wherein the outer tank is made from TC 128 Gr B steel having a thickness at the outer tank head from about 3/4 of an inch to about 1 inch and a thickness at the outer tank shell from about 3/4 of an inch to about 1 inch.
4. The tank car of claim 1, wherein the spacers comprise A516-70 or TC 128 Gr B steel or A572-50 steel.
5. The tank car of claim 1, wherein the inner tank shifts within the outer tank under impact loading conditions and the insulation and spacers absorb energy of the impact loading conditions.
6. The tank car of claim 5, wherein the spacers absorb energy by crushing when the inner tank shifts under impact loading conditions.
7. A tank car comprising:
an outer tank;
an inner tank enclosed within the outer tank, the inner tank being supported by a bottom support structure, where there is a tank to tank clearance defined between the inner tank and the outer tank;
spacers and insulation within the tank to tank clearance defined between the inner tank and the outer tank; and an inner tank repad, said inner tank repad secured to the inner tank with the bottom support structure secured to the inner tank repad, wherein the spacers comprise a plurality of upper spacers spaced apart along an upper half of the tank car and a plurality of lower spacers spaced apart along a lower half of the tank car, and further wherein the upper spacers have a U-shape, with two legs that extend away from the inner tank and a cross piece that connects the two legs and abuts the inner tank.
an outer tank;
an inner tank enclosed within the outer tank, the inner tank being supported by a bottom support structure, where there is a tank to tank clearance defined between the inner tank and the outer tank;
spacers and insulation within the tank to tank clearance defined between the inner tank and the outer tank; and an inner tank repad, said inner tank repad secured to the inner tank with the bottom support structure secured to the inner tank repad, wherein the spacers comprise a plurality of upper spacers spaced apart along an upper half of the tank car and a plurality of lower spacers spaced apart along a lower half of the tank car, and further wherein the upper spacers have a U-shape, with two legs that extend away from the inner tank and a cross piece that connects the two legs and abuts the inner tank.
8. The tank car of claim 7, wherein the lower spacers include a first end and a second end, and a curve having an apex between the first end and the second end.
9. A tank car comprising:
an outer tank;
an inner tank enclosed within the outer tank, the inner tank being supported by a bottom support structure, where there is a tank to tank clearance defined between the inner tank and the outer tank;
spacers and insulation within the tank to tank clearance defined between the inner tank and the outer tank, wherein the spacers each have a cover plate, at least two legs that extend away from the cover plate and a bottom connected to the at least two legs that contacts the inner tank when the spacer is inserted into an opening of the outer tank; and an inner tank repad, said inner tank repad secured to the inner tank with the bottom support structure secured to the inner tank repad, wherein the inner tank shifts within the outer tank under impact loading conditions and the insulation and spacers absorb energy of the impact loading conditions, and further wherein the outer tank includes one or more openings and a spacer extends through each opening to abut the inner tank.
an outer tank;
an inner tank enclosed within the outer tank, the inner tank being supported by a bottom support structure, where there is a tank to tank clearance defined between the inner tank and the outer tank;
spacers and insulation within the tank to tank clearance defined between the inner tank and the outer tank, wherein the spacers each have a cover plate, at least two legs that extend away from the cover plate and a bottom connected to the at least two legs that contacts the inner tank when the spacer is inserted into an opening of the outer tank; and an inner tank repad, said inner tank repad secured to the inner tank with the bottom support structure secured to the inner tank repad, wherein the inner tank shifts within the outer tank under impact loading conditions and the insulation and spacers absorb energy of the impact loading conditions, and further wherein the outer tank includes one or more openings and a spacer extends through each opening to abut the inner tank.
10. The tank car of claim 9, the inner tank comprising an inner tank head and an inner tank shell, wherein the inner tank is made from TC 128 Gr B steel having a thickness at the inner tank head from about 3/4 of an inch to about 1 inch and a thickness at the inner tank shell from about 7/16 of an inch to about 9/16 of an inch.
11. The tank car of claim 9, the outer tank comprising an outer tank head and an outer tank shell, wherein the outer tank is made from TC 128 Gr B steel having a thickness at the outer tank head from about 3/4 of an inch to about 1 inch and a thickness at the outer tank shell from about 3/4 of an inch to about 1 inch.
12. A tank car comprising:
an outer tank;
an inner tank enclosed within the outer tank, the inner tank being supported by a bottom support structure, where there is a tank to tank clearance defined between the inner tank and the outer tank;
spacers and insulation within the tank to tank clearance defined between the inner tank and the outer tank, wherein the inner tank shifts within the outer tank under impact loading conditions and the insulation and spacers absorb energy of the impact loading conditions; and an inner tank repad, said inner tank repad secured to the inner tank with the bottom support structure secured to the inner tank repad, wherein the spacers comprise a plurality of upper spacers spaced apart along an upper half of the tank car and a plurality of lower spacers spaced apart along a lower half of the tank car; and wherein the upper spaces have a U-shape, with two legs that extend away from the inner tank and a cross piece that connects the two legs and abuts the inner tank.
an outer tank;
an inner tank enclosed within the outer tank, the inner tank being supported by a bottom support structure, where there is a tank to tank clearance defined between the inner tank and the outer tank;
spacers and insulation within the tank to tank clearance defined between the inner tank and the outer tank, wherein the inner tank shifts within the outer tank under impact loading conditions and the insulation and spacers absorb energy of the impact loading conditions; and an inner tank repad, said inner tank repad secured to the inner tank with the bottom support structure secured to the inner tank repad, wherein the spacers comprise a plurality of upper spacers spaced apart along an upper half of the tank car and a plurality of lower spacers spaced apart along a lower half of the tank car; and wherein the upper spaces have a U-shape, with two legs that extend away from the inner tank and a cross piece that connects the two legs and abuts the inner tank.
13. The tank car of claim 12, wherein the lower spacers include a first end and a second end, and a curve having an apex between the first end and the second end.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US28564409P | 2009-12-11 | 2009-12-11 | |
| US61/285,644 | 2009-12-11 |
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| CA2725064A1 CA2725064A1 (en) | 2011-06-11 |
| CA2725064C true CA2725064C (en) | 2018-08-14 |
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| Application Number | Title | Priority Date | Filing Date |
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| CA2725064A Active CA2725064C (en) | 2009-12-11 | 2010-12-13 | Railroad tank car |
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| US (2) | US8833268B2 (en) |
| CA (1) | CA2725064C (en) |
| MX (2) | MX2010013736A (en) |
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| CA2725064C (en) * | 2009-12-11 | 2018-08-14 | Union Tank Car Company | Railroad tank car |
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| RU2629640C1 (en) * | 2016-07-18 | 2017-08-30 | Федеральное государственное бюджетное образовательное учреждение высшего образования "Петербургский государственный университет путей сообщения Императора Александра I" | Method for transportation of viscous oil products and tanks for its implementation |
| RU169066U1 (en) * | 2016-07-18 | 2017-03-02 | Общество с ограниченной ответственностью Управляющая Компания "РэйлТрансХолдинг" | CHEMICAL PRODUCTS CAR WAGON |
| RU169065U1 (en) * | 2016-08-16 | 2017-03-02 | Общество с ограниченной ответственностью Управляющая Компания "РэйлТрансХолдинг" | WATER TANK WITH THERMAL INSULATION |
| US20180072332A1 (en) * | 2016-09-09 | 2018-03-15 | Don Ray Petty | Railroad train car having a fluid-containing outer shell |
| RU174089U1 (en) * | 2016-12-29 | 2017-10-02 | Сергей Васильевич Носырев | TRANSPORT CONTAINER |
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| RU194216U1 (en) * | 2019-09-20 | 2019-12-03 | РЕЙЛ 1520 АйПи ЛТД | BOILER WAGON FOR HARDENING PRODUCTS |
| RU194698U1 (en) * | 2019-11-01 | 2019-12-19 | Общество с ограниченной ответственностью «Газпромнефть - Битумные материалы» (ООО «Газпромнефть-БМ») | RAILWAY TANK FOR CARRYING VISCOUS VISCOUS OIL PRODUCTS |
| CN111257707B (en) * | 2020-03-03 | 2021-08-13 | 西南交通大学 | A method for evaluating the insulation life of traction transformers under shock loads |
| RU202517U1 (en) * | 2020-11-25 | 2021-02-20 | Акционерное общество "Рузаевский завод химического машиностроения" (АО "Рузхиммаш") | Railway tank car boiler |
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2014
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| US8833268B2 (en) | 2014-09-16 |
| US9643624B2 (en) | 2017-05-09 |
| MX355125B (en) | 2018-04-06 |
| MX2010013736A (en) | 2011-07-06 |
| US20140338560A1 (en) | 2014-11-20 |
| CA2725064A1 (en) | 2011-06-11 |
| US20110139032A1 (en) | 2011-06-16 |
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